A method and system for aircraft fuel distribution control for aircraft manufacturing

Abstract

The present application relates to the technical field of aircraft manufacturing, and is a kind of aircraft fuel distribution control method and system for aircraft manufacturing, and the specific method comprises: obtaining aircraft source tank temperature stratification information, simultaneously obtaining cross-tank transfer plan data of aircraft cross-tank transfer system, and carrying out stratification-target matching analysis;Based on the aircraft source tank temperature stratification information and the target tank thermal state, the risk analysis of over-cooled fuel mis-pumping is carried out;Based on the matching condition of the operation state, the transfer parameter of the aircraft cross-tank transfer system and the target tank, the pipeline blockage risk prediction is carried out;Based on the over-cooled fuel mis-pumping risk analysis result and the pipeline blockage risk prediction result, cross-tank transfer anomaly prediction is carried out;Based on the cross-tank transfer anomaly prediction result, the aircraft fuel transfer strategy is dynamically adjusted.The present application solves the problem of inaccurate risk assessment of fuel distribution control caused by fuel temperature stratification in the prior art.

Description

Technical Field

[0001] This invention relates to the field of aircraft manufacturing technology, and is a method and system for controlling aircraft fuel distribution in aircraft manufacturing. Background Technology

[0002] In the operation of modern large civil aircraft, the fuel system needs to dynamically adjust the fuel distribution between fuel tanks to meet critical requirements such as center of gravity control and anti-icing. Compared to the transfer of fuel to the engine to obtain flight power, cross-tank fuel transfer to combat unsteady airflow is a routine operation. However, fuel temperature stratification poses a significant risk to this process. Because the aircraft skin is exposed to the low temperature environment at high altitudes (often below -40°C), the fuel at the bottom of the tank is continuously cooled by heat conduction through the skin, while the temperature at the top of the tank is significantly higher due to heat dissipation from electronic equipment and internal heat convection (temperature difference can reach more than 30°C). In addition, aviation fuel has a low thermal conductivity, naturally forming a stable vertical temperature gradient. Due to the continuous effect of the low temperature of the skin during high-altitude cruise, "thermal stratification" is unavoidable. This unavoidable "thermal stratification" phenomenon can cause the following problems: the risk of accidentally pumping out supercooled fuel and the risk of dynamic blockage in the pipeline. When fuel is pumped from the bottom of the source tank, the supercooled layer (close to the freezing point, such as -47°C) may be pumped into the transfer pipeline. If the target fuel tank temperature is high (e.g., -20°C), the mixing of hot and cold fuel will generate severe thermal shock: on the one hand, the instantaneous contact of the supercooled fuel with the warm tank wall may cause localized freezing; on the other hand, the viscosity of the cold fuel increases sharply (e.g., the viscosity at -40°C is about 300% higher than at 0°C), significantly reducing its fluidity. Simultaneously, when the transfer path contains horizontal or low-angle pipe sections, high-viscosity cold fuel is prone to stagnation, forming waxy deposits. This, coupled with insufficient thermal buffering capacity when the target fuel tank capacity is small (e.g., a balanced tank), further amplifies the probability of pipeline blockage. Existing control strategies mainly rely on pre-set transfer plans and static temperature monitoring, lacking a comprehensive risk assessment of the dynamic evolution of stratification (e.g., changes in the thermocline gradient), the real-time thermal state of the target fuel tank (temperature uniformity, heat capacity), and pipeline operating conditions (gravity valve opening, angle). This results in the inability to promptly avoid the accidental pumping of supercooled fuel or predict the blockage threshold, potentially leading to system failure or even fuel supply interruption. Summary of the Invention

[0003] The technical problem to be solved by this invention is the inaccurate risk assessment of fuel distribution control caused by fuel temperature stratification in the prior art. This invention proposes a method and system for aircraft fuel distribution control in aircraft manufacturing.

[0004] To achieve the above objectives, the technical solution of the aircraft fuel distribution control method for aircraft manufacturing according to the present invention includes the following steps:

[0005] S1: Obtain the temperature stratification information of the aircraft's source fuel tank, and at the same time obtain the cross-tank transfer plan data of the aircraft cross-tank transfer system, and perform stratification-target matching analysis;

[0006] S2: Risk analysis of accidental extraction of supercooled fuel based on temperature stratification information of the aircraft source fuel tank and thermal state of the target fuel tank;

[0007] S3: Predict pipeline blockage risk based on the operating status of the aircraft cross-container transfer system, the matching of transfer parameters with the target fuel tank;

[0008] S4: Based on the risk analysis results of accidental extraction of supercooled fuel and the prediction results of pipeline blockage risk, predict cross-container transfer anomalies;

[0009] S5: Dynamically adjust the aircraft fuel transfer strategy based on the prediction results of cross-container transfer anomalies.

[0010] Specifically, S11: The depth-temperature gradient information of the aircraft source fuel tank is obtained through a distributed fiber optic temperature measurement system. The temperature of the top area and the contact skin temperature of the bottom area of ​​the aircraft source fuel tank are monitored. At the same time, the source fuel tank pump port height, target fuel tank capacity and current oil temperature, planned transfer volume and gravity transfer flow rate are obtained from the cross-tank transfer plan data of the aircraft cross-tank transfer system.

[0011] S12: Based on the depth-temperature gradient information of the aircraft source fuel tank and the thermal state parameters of the target fuel tank, perform a layered-target matching analysis to obtain the cross-tank matching degree. ;

[0012] S13: Obtain transfer plan nodes with cross-container matching degree greater than or equal to the set threshold, and calculate the cross-container thermal shock risk value of each node due to thermal stratification. ;

[0013] S14: Extract the cross-box thermal shock risk value of each node due to thermal stratification. When the cross-box thermal shock risk value of a node is less than or equal to 1, mark the node as a normal node and execute the original plan of basic gravity transfer.

[0014] When the cross-container thermal shock risk value of a node is greater than 1, the node is marked as a high-risk cross-container transfer node, the original transfer plan is frozen, and step S2 is continued to modify the transfer plan.

[0015] Specifically, step S2 includes:

[0016] S21: Obtain temperature stratification information of the aircraft's source fuel tank, including: fuel tank height of the aircraft's source fuel tank. Thickness of the subcooling layer at the bottom of the aircraft fuel tank Thermocline gradient Length of fuel transfer path from source fuel tank to target fuel tank ;

[0017] S22: Based on the temperature stratification information of the aircraft source fuel tank and the thermal state of the target fuel tank, an analysis of the risk of accidental extraction of undercooled fuel is conducted to obtain the risk value of cross-tank accidental extraction. .

[0018] Specifically, S3 includes the following steps:

[0019] S31: Obtain the operating status and transfer parameters of the aircraft cross-container transfer system, including: gravity valve opening. Pipeline inclination angle Target fuel tank metal wall temperature ;

[0020] S32: Import the parameters obtained in S31 into the cross-container transfer dynamic risk assessment strategy to obtain the cross-container transfer dynamic risk coefficient. .

[0021] S33: Extract the dynamic risk coefficient for cross-container transfer obtained from S32. By combining the matching conditions of the target fuel tank, the risk of pipeline blockage is predicted, and the predicted blockage probability value of the target fuel tank is obtained. Specifically:

[0022] ;

[0023] in, Target fuel tank capacity; This refers to the capacity of the aircraft's fuel tank.

[0024] Specifically, S4 includes:

[0025] Obtain the cross-container mis-sampling risk value calculated in step S2. The predicted blockage probability value of the target fuel tank status output in step S3 After weighted synthesis, the cross-container transfer anomaly index is obtained. Specifically:

[0026] .

[0027] Specifically, in S5, the dynamic adjustment of aircraft fuel transfer strategy includes:

[0028] when At that time, a target fuel tank skin heating command is sent to the fuel management system;

[0029] when At that time, the source oil tank eddy current breaking device is activated and the oil extraction port height is lowered to above the thermocline.

[0030] At the same time, all operation records are marked with cross-container transfer-layer risk fault codes, stored in the flight data recorder, and layer failure status reports are sent to the airborne maintenance system in real time.

[0031] In addition, the present invention provides an aircraft fuel distribution control system for aircraft manufacturing, which includes the following modules:

[0032] The system includes a hierarchical monitoring module, a cross-container analysis module, a congestion prediction module, a strategy arbitration module, and an execution decision module.

[0033] The layered monitoring module is used to acquire the temperature layering information of the aircraft's source fuel tank, and at the same time acquire the cross-tank transfer plan data of the aircraft cross-tank transfer system, and perform layered-target matching analysis.

[0034] The cross-tank analysis module performs risk analysis of accidental extraction of supercooled fuel based on the temperature stratification information of the aircraft source fuel tank and the thermal state of the target fuel tank.

[0035] The blockage prediction module predicts pipeline blockage risk based on the operating status of the aircraft cross-container transfer system, the matching of transfer parameters with the target fuel tank;

[0036] The strategy arbitration module predicts cross-container transfer anomalies based on the risk analysis results of accidental extraction of supercooled fuel and the risk prediction results of pipeline blockage.

[0037] The execution decision module dynamically adjusts the aircraft fuel transfer strategy based on the cross-container transfer anomaly prediction results.

[0038] A storage medium storing instructions that, when read by a computer, cause the computer to execute the aforementioned aircraft fuel distribution control method for aircraft manufacturing.

[0039] An electronic device includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the aforementioned aircraft fuel distribution control method for aircraft manufacturing.

[0040] Compared with existing technologies, this invention significantly improves the safety and reliability of aircraft fuel transfer between tanks, and its specific technical effects are as follows:

[0041] 1. At the risk perception level, this invention deeply integrates the dynamic characteristics of temperature stratification (thermal gradient, subcooled layer thickness) with the operating parameters of the transfer system (pipeline inclination angle, gravity valve opening). A stratification-target matching degree model (S12) is constructed to quantify the thermal compatibility between the source tank and the target tank, and the accuracy of risk assessment is improved by using two evaluation indicators: the risk value of accidental pumping (S22) and the dynamic blockage probability (S33).

[0042] 2. At the fault prediction level, this invention establishes a weighted synthesis mechanism (S4) for cross-tank transfer anomaly index, incorporates the target tank's thermal buffer capacity into the blockage probability calculation, and reveals the exponential risk growth law when a small-capacity tank receives a large flow of cold oil. Based on the anomaly index, this invention achieves a leap from passive alarm to active intervention through a graded response strategy (S5), thereby reducing the pipeline blockage accident rate. Furthermore, the accurate marking of fault codes (such as layered risk codes) provides key diagnostic data for the maintenance system.

[0043] 3. In terms of energy efficiency optimization, this invention dynamically adjusts strategies to avoid energy waste caused by continuous heating in existing technical solutions. By precisely controlling the timing of skin heating, the power consumption of the fuel system is reduced, the lifespan of key components is extended, and the coordinated management of aircraft center of gravity control and fuel consumption optimization is achieved while ensuring fuel thermal safety. Attached Figure Description

[0044] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. Wherein:

[0045] Figure 1 This is a schematic flowchart of an aircraft fuel distribution control method for aircraft manufacturing according to the present invention.

[0046] Figure 2 This is a schematic diagram of the structure of an aircraft fuel distribution control system for aircraft manufacturing according to the present invention. Detailed Implementation

[0047] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0048] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and those skilled in the art can make similar extensions without departing from the spirit of the invention. Therefore, the invention is not limited to the specific embodiments disclosed below.

[0049] Secondly, the term "one embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The phrase "in one embodiment" appearing in different places in this specification does not necessarily refer to the same embodiment, nor is it a single or selective embodiment that is mutually exclusive with other embodiments.

[0050] Example 1:

[0051] like Figure 1 As shown, an embodiment of the present invention provides an aircraft fuel distribution control method for aircraft manufacturing, such as... Figure 1 As shown, the specific steps include the following:

[0052] S1: Obtain the temperature stratification information of the aircraft's source fuel tank, and at the same time obtain the cross-tank transfer plan data of the aircraft cross-tank transfer system, and perform stratification-target matching analysis;

[0053] S11: Obtain depth-temperature gradient information of the aircraft source fuel tank through a distributed fiber optic temperature measurement system, focusing on monitoring the temperature of the top area and the contact skin temperature of the bottom area of ​​the aircraft source fuel tank. At the same time, obtain the source fuel tank suction port height, target fuel tank capacity and current oil temperature, planned transfer volume and gravity transfer flow rate from the cross-tank transfer plan data of the aircraft cross-tank transfer system.

[0054] It should be noted that the temperature of the top area of ​​the aircraft's fuel tank is affected by the heat dissipation of electronic equipment;

[0055] S12: Based on the depth-temperature gradient information of the aircraft source fuel tank and the thermal state parameters of the target fuel tank, perform a layered-target matching analysis to obtain the cross-tank matching degree. ;

[0056] S121: Construct the state feature matrix of the aircraft source fuel tank ;

[0057] S122: Construct the state feature matrix of the target fuel tank ;

[0058] It should be noted that, considering that the aircraft source fuel tank (fuel supplier) needs to focus on fuel output stability (temperature gradient, viscosity change), while the target fuel tank (fuel recipient) needs to focus on thermal shock resistance (temperature fluctuation, heating rate), this embodiment provides a state characteristic matrix of the aircraft source fuel tank. and the state feature matrix of the target fuel tank The specific acquisition strategy is as follows:

[0059] For example, in this embodiment, the state feature matrix of the aircraft source fuel tank for:

[0060] ;

[0061] in, The first line represents the temperature distribution characteristics. The temperature at the top of the aircraft's fuel tank. For the temperature gradient, Temperature at the bottom of the fuel tank;

[0062] The second behavior is the differential characteristic of the temperature field. This is the first derivative of the temperature at the bottom of the tank, reflecting the rate of temperature change of the bottom boundary layer; This is the second derivative of temperature in the vertical direction, reflecting the stability of temperature stratification; The total capacity of the fuel tank determines the total amount of fuel that can be transferred.

[0063] The third behavior is a physical characteristic. The effective thermal conductivity of fuel reflects its ability to conduct heat. The volumetric heat capacity of fuel reflects the thermal inertia of a unit volume of fuel. This is the fuel dynamic viscosity (in Pa·s) at the bottom temperature of the fuel tank. It reflects the fluidity of cold fuel.

[0064] For example, in this embodiment, the state feature matrix of the target fuel tank for:

[0065] ;

[0066] in, The first behavior is a thermal state characteristic; The target is the average temperature of the fuel tank. The target is the range of temperature fluctuations inside the fuel tank, reflecting temperature uniformity. The target fuel tank's heat capacity reflects its ability to absorb heat.

[0067] The second behavior is a dynamic characteristic of temperature change; The first derivative of the target tank's average temperature with respect to time reflects the current rate of temperature rise / fall. The second derivative of the target tank's average temperature reflects the acceleration of temperature change; The amount of fuel that can be accepted is determined based on the remaining volume of the target fuel tank.

[0068] The third behavior is a physical characteristic; The effective thermal conductivity of the target fuel tank wall reflects the heat exchange efficiency between the tank wall and the fuel. The volumetric heat capacity of the fuel in the target fuel tank;

[0069] The fuel dynamic viscosity at the target tank average temperature reflects the fluidity after injection.

[0070] S123: Perform singular value decomposition on the state feature matrix of the aircraft source fuel tank and the state feature matrix of the target fuel tank, and take the eigenvector corresponding to the maximum singular value to obtain the representative eigenvector of the aircraft source fuel tank. and the representative feature vector of the target fuel tank ;

[0071] S124: Cross-tank matching degree is based on the representative feature vector of the aircraft source fuel tank. and the representative feature vector of the target fuel tank Perform hierarchical-target matching analysis to obtain cross-box matching degree. Specifically:

[0072] .

[0073] S13: Obtain transfer plan nodes with cross-container matching degree greater than or equal to the set threshold, and calculate the cross-container thermal shock risk value of each node due to thermal stratification. ;

[0074] In another embodiment, the thermal shock risk value of the i-th operating node transferred from the source tank to the d-th target tank. The calculation strategy is as follows:

[0075] ;

[0076] in, This refers to the total capacity of the aircraft's fuel tanks. The target is the remaining capacity of the fuel tank; The temperature at the bottom of the aircraft's fuel tank; The target is the average temperature of the fuel tank. The safe temperature difference threshold; This refers to the height difference due to gravity transfer. The safety height difference threshold; The cross-tank matching degree between the aircraft's source fuel tank and the target fuel tank;

[0077] It should be noted that, in this embodiment, the thermal shock risk value... The thermal shock intensity of the transfer operation is quantified by the temperature difference term, which quantifies the thermal shock potential caused by the temperature gradient in the oil tank; and the extraction rate of cold oil is quantified by the height difference term.

[0078] S14: Extract the cross-box thermal shock risk value of each node due to thermal stratification. When the cross-box thermal shock risk value of a node is less than or equal to 1, mark the node as a normal node and execute the original plan of basic gravity transfer.

[0079] When the cross-container thermal shock risk value of a node is greater than 1, the node is marked as a high-risk cross-container transfer node, the original transfer plan is frozen, and step S2 is continued to modify the transfer plan.

[0080] S2: Risk analysis of accidental extraction of supercooled fuel based on temperature stratification information of the aircraft source fuel tank and thermal state of the target fuel tank;

[0081] S21: Obtain temperature stratification information of the aircraft's source fuel tank, including: fuel tank height of the aircraft's source fuel tank. Thickness of the subcooling layer at the bottom of the aircraft fuel tank Thermocline gradient Length of fuel transfer path from source fuel tank to target fuel tank ;

[0082] S22: Based on the temperature stratification information of the aircraft source fuel tank and the thermal state of the target fuel tank, an analysis of the risk of accidental extraction of undercooled fuel is conducted to obtain the risk value of cross-tank accidental extraction. .

[0083] In another embodiment, the risk value of cross-container mis-sampling The calculation strategy is as follows:

[0084] ;

[0085] in, The freezing point temperature of aircraft fuel;

[0086] For example, in this embodiment, it should be noted that the risk value of cross-container accidental sampling is... The numerator in the equation is used to characterize the stratification hazard of the source fuel tank, including the thickness of the subcooled layer at the bottom of the aircraft source fuel tank. The thicker the layer, the more cold oil can be accidentally pumped out, increasing the temperature gradient. The larger the value, the more stable the stratification, and the more difficult it is for the bottom oil to mix; the exponential term is the amplification factor for fuel subcooling, where... 5 represents the freezing point temperature of the aircraft fuel, and 5 is the unit amplification factor for fuel subcooling, indicating that the fuel subcooling is amplified once every 5 degrees Celsius.

[0087] For example, in this embodiment, it should be noted that the risk value of cross-container accidental sampling is... The denominator term in the formula is used to characterize the impact resistance of the target fuel tank, and the length of the fuel transfer path from the source fuel tank to the target fuel tank. Fuel tank height relative to aircraft fuel tank The ratio represents the degree of tortuosity of the fuel transfer path. When the fuel tank height is large (significant stratification) and the transfer path is short, the fuel passes through the subcooled layer quickly, resulting in a high risk of accidental extraction. This refers to the target fuel tank temperature margin (distance from the freezing point); the smaller the margin, the higher the risk.

[0088] It should also be noted that, This is used to quantify the thermal shock amplification effect during the transfer from a large fuel tank to a small fuel tank.

[0089] S3: Predict pipeline blockage risk based on the operating status of the aircraft cross-container transfer system, the matching of transfer parameters with the target fuel tank;

[0090] S31: Obtain the operating status and transfer parameters of the aircraft cross-container transfer system, including: gravity valve opening. Pipeline inclination angle Target fuel tank metal wall temperature ;

[0091] S32: Import the parameters obtained in S31 into the cross-container transfer dynamic risk assessment strategy to obtain the cross-container transfer dynamic risk coefficient. .

[0092] In another embodiment, the dynamic risk factor for cross-container transfer. The calculation strategy is as follows:

[0093] ;

[0094] It should be noted that the dynamic risk coefficient for cross-container transfers... Used to quantify real-time conditions of pipeline blockage, pipeline inclination angle When the flow rate is close to horizontal, the risk of fuel retention increases significantly. It should also be noted that the smaller the gravity valve opening, the lower the flow rate, the longer the fuel retention time, and the higher the risk.

[0095] S33: Extract the dynamic risk coefficient for cross-container transfer obtained from S32. By combining the matching conditions of the target fuel tank, the risk of pipeline blockage is predicted, and the predicted blockage probability value of the target fuel tank is obtained. Specifically:

[0096] ;

[0097] in, Target fuel tank capacity; This refers to the capacity of the aircraft's fuel tank.

[0098] It should be noted that for the exponential term... Considering that a small fuel tank cannot buffer the impact of cold oil, an exponential term is used to characterize the impact of cold oil on the target fuel tank capacity. Much smaller than aircraft fuel tanks When the exponential term approaches 0, The risk of blockage in the pipeline for receiving large flow rates of cold oil in a small oil tank increases significantly.

[0099] S4: Based on the risk analysis results of accidental extraction of supercooled fuel and the prediction results of pipeline blockage risk, predict cross-container transfer anomalies;

[0100] Obtain the cross-container mis-sampling risk value calculated in step S2. The predicted blockage probability value of the target fuel tank status output in step S3 After weighted synthesis, the cross-container transfer anomaly index is obtained. Specifically:

[0101] .

[0102] S5: Dynamically adjust the aircraft fuel transfer strategy based on the prediction results of cross-container transfer anomalies.

[0103] when At that time, a target fuel tank skin heating command is sent to the fuel management system;

[0104] when At that time, the source oil tank eddy current breaking device is activated and the oil extraction port height is lowered to above the thermocline.

[0105] At the same time, all operation records are marked with cross-container transfer-layer risk fault codes, stored in the flight data recorder, and layer failure status reports are sent to the airborne maintenance system in real time.

[0106] Example 2:

[0107] like Figure 2 As shown, an embodiment of the present invention provides an aircraft fuel distribution control system for aircraft manufacturing, such as... Figure 2 As shown, it includes the following modules:

[0108] The system includes a hierarchical monitoring module, a cross-container analysis module, a congestion prediction module, a strategy arbitration module, and an execution decision module.

[0109] The layered monitoring module is used to acquire the temperature layering information of the aircraft's source fuel tank, and at the same time acquire the cross-tank transfer plan data of the aircraft cross-tank transfer system, and perform layered-target matching analysis.

[0110] The cross-tank analysis module performs risk analysis of accidental extraction of supercooled fuel based on the temperature stratification information of the aircraft source fuel tank and the thermal state of the target fuel tank.

[0111] The blockage prediction module predicts pipeline blockage risk based on the operating status of the aircraft cross-container transfer system, the matching of transfer parameters with the target fuel tank;

[0112] The strategy arbitration module predicts cross-container transfer anomalies based on the risk analysis results of accidental extraction of supercooled fuel and the risk prediction results of pipeline blockage.

[0113] The execution decision module dynamically adjusts the aircraft fuel transfer strategy based on the cross-container transfer anomaly prediction results.

[0114] Example 3:

[0115] This embodiment provides an electronic device, including: a processor and a memory, wherein the memory stores a computer program that can be called by the processor;

[0116] The processor executes the aforementioned aircraft fuel distribution control method for aircraft manufacturing by calling a computer program stored in memory.

[0117] This electronic device can vary considerably depending on its configuration or performance. It may include one or more Central Processing Units (CPUs) and one or more memories, wherein the memory stores at least one computer program, which is loaded and executed by the processor to implement the aircraft fuel distribution control method for aircraft manufacturing provided in the above-described embodiment. The electronic device may also include other components for implementing its functions; for example, it may have wired or wireless network interfaces and input / output interfaces for data input and output. Further details are omitted here.

[0118] Example 4:

[0119] This embodiment proposes a computer-readable storage medium on which an erasable and rewritable computer program is stored.

[0120] When a computer program runs on a computer device, it causes the computer device to execute the aforementioned aircraft fuel distribution control method used in aircraft manufacturing.

[0121] For example, computer-readable storage media can be read-only memory (ROM), random access memory (RAM), compact disc read-only memory (CD-ROM), magnetic tape, floppy disk, and optical data storage devices.

[0122] It should be understood that in the various embodiments of this application, the order of the above-mentioned processes does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0123] It should be understood that determining B based on A does not mean determining B solely based on A; it also means determining B based on A and / or other information.

[0124] The above embodiments can be implemented, in whole or in part, by software, hardware, firmware, or any other combination thereof. When implemented using software, the above embodiments can be implemented, in whole or in part, as a computer program product. A computer program product includes one or more computer instructions or computer programs. When the computer instructions or computer programs are loaded or executed on a computer, all or part of the flow or function according to the embodiments of the present invention is generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. Computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via a wired network and / or wireless network. A computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that includes one or more sets of available media. Available media can be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., DVDs), or semiconductor media. Semiconductor media can be solid-state drives (SSDs).

[0125] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed in this invention can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0126] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0127] In the several embodiments provided by this invention, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only one method, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0128] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0129] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0130] In the description of this specification, references to terms such as "an embodiment," "example," "specific example," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0131] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of this invention is defined by the appended claims and their equivalents.

Claims

1. A method for controlling aircraft fuel distribution in aircraft manufacturing, characterized in that, The method includes: S1: Obtain the temperature stratification information of the aircraft's source fuel tank, and at the same time obtain the cross-tank transfer plan data of the aircraft cross-tank transfer system, and perform stratification-target matching analysis; S2: Risk analysis of accidental extraction of supercooled fuel based on temperature stratification information of the aircraft source fuel tank and thermal state of the target fuel tank; S3: Predict pipeline blockage risk based on the operating status of the aircraft cross-container transfer system, the matching of transfer parameters with the target fuel tank; S4: Based on the risk analysis results of accidental extraction of supercooled fuel and the prediction results of pipeline blockage risk, predict cross-container transfer anomalies; S5: Dynamically adjust the aircraft fuel transfer strategy based on the prediction results of cross-container transfer anomalies.

2. The aircraft fuel distribution control method for aircraft manufacturing according to claim 1, characterized in that, Step S1 includes: S11: Obtain depth-temperature gradient information of the aircraft source fuel tank through a distributed fiber optic temperature measurement system, focusing on monitoring the temperature of the top area and the contact skin temperature of the bottom area of ​​the aircraft source fuel tank. At the same time, obtain the source fuel tank suction port height, target fuel tank capacity and current oil temperature, planned transfer volume and gravity transfer flow rate from the cross-tank transfer plan data of the aircraft cross-tank transfer system. S12: Based on the depth-temperature gradient information of the aircraft source fuel tank and the thermal state parameters of the target fuel tank, perform a layered-target matching analysis to obtain the cross-tank matching degree. ; S13: Obtain transfer plan nodes with cross-container matching degree greater than or equal to the set threshold, and calculate the cross-container thermal shock risk value of each node due to thermal stratification. ; S14: Extract the cross-box thermal shock risk value of each node due to thermal stratification. When the cross-box thermal shock risk value of a node is less than or equal to 1, mark the node as a normal node and execute the original plan of basic gravity transfer. When the cross-container thermal shock risk value of a node is greater than 1, the node is marked as a high-risk cross-container transfer node, the original transfer plan is frozen, and step S2 is continued to modify the transfer plan.

3. The aircraft fuel distribution control method for aircraft manufacturing according to claim 2, characterized in that, Step S2 includes: S21: Obtain temperature stratification information of the aircraft's source fuel tank, including: fuel tank height of the aircraft's source fuel tank. Thickness of the subcooling layer at the bottom of the aircraft fuel tank Thermocline gradient Length of fuel transfer path from source fuel tank to target fuel tank ; S22: Based on the temperature stratification information of the aircraft source fuel tank and the thermal state of the target fuel tank, an analysis of the risk of accidental extraction of undercooled fuel is conducted to obtain the risk value of cross-tank accidental extraction. .

4. The aircraft fuel distribution control method for aircraft manufacturing according to claim 3, characterized in that, S3 includes the following steps: S31: Obtain the operating status and transfer parameters of the aircraft cross-container transfer system, including: gravity valve opening. Pipeline inclination angle Target fuel tank metal wall temperature ; S32: Import the parameters obtained in S31 into the cross-container transfer dynamic risk assessment strategy to obtain the cross-container transfer dynamic risk coefficient. ; S33: Extract the dynamic risk coefficient for cross-container transfer obtained from S32. By combining the matching conditions of the target fuel tank, the risk of pipeline blockage is predicted, and the predicted blockage probability value of the target fuel tank is obtained. Specifically: ； in, Target fuel tank capacity; This refers to the capacity of the aircraft's fuel tank.

5. The aircraft fuel distribution control method for aircraft manufacturing according to claim 4, characterized in that, S4 include: Obtain the cross-container mis-sampling risk value calculated in step S2. The predicted blockage probability value of the target fuel tank status output in step S3 After weighted synthesis, the cross-container transfer anomaly index is obtained. Specifically: 。 6. The aircraft fuel distribution control method for aircraft manufacturing according to claim 5, characterized in that, In S5, the dynamic adjustment of aircraft fuel transfer strategy includes: when At that time, a target fuel tank skin heating command is sent to the fuel management system; when At that time, the source oil tank eddy current breaking device is activated and the oil extraction port height is lowered to above the thermocline. At the same time, all operation records are marked with cross-container transfer-layer risk fault codes, stored in the flight data recorder, and layer failure status reports are sent to the airborne maintenance system in real time.

7. The aircraft fuel distribution control method for aircraft manufacturing according to claim 2, characterized in that, Step S12 includes: S121: Construct the state feature matrix of the aircraft source fuel tank ; S122: Construct the state feature matrix of the target fuel tank ; S123: Perform singular value decomposition on the state feature matrix of the aircraft source fuel tank and the state feature matrix of the target fuel tank, and take the eigenvector corresponding to the maximum singular value to obtain the representative eigenvector of the aircraft source fuel tank. and the representative feature vector of the target fuel tank ; S124: Cross-tank matching degree is based on the representative feature vector of the aircraft source fuel tank. and the representative feature vector of the target fuel tank Perform hierarchical-target matching analysis to obtain cross-box matching degree. Specifically: 。 8. An aircraft fuel distribution control system for aircraft manufacturing, used to implement the aircraft fuel distribution control method for aircraft manufacturing as described in any one of claims 1-7, characterized in that, The system includes the following modules: The system includes a hierarchical monitoring module, a cross-container analysis module, a congestion prediction module, a strategy arbitration module, and an execution decision module. The layered monitoring module is used to acquire the temperature layering information of the aircraft's source fuel tank, and at the same time acquire the cross-tank transfer plan data of the aircraft cross-tank transfer system, and perform layered-target matching analysis. The cross-tank analysis module performs risk analysis of accidental extraction of supercooled fuel based on the temperature stratification information of the aircraft source fuel tank and the thermal state of the target fuel tank. The blockage prediction module predicts pipeline blockage risk based on the operating status of the aircraft cross-container transfer system, the matching of transfer parameters with the target fuel tank; The strategy arbitration module predicts cross-container transfer anomalies based on the risk analysis results of accidental extraction of supercooled fuel and the risk prediction results of pipeline blockage. The execution decision module dynamically adjusts the aircraft fuel transfer strategy based on the cross-container transfer anomaly prediction results.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements an aircraft fuel distribution control method for aircraft manufacturing as described in any one of claims 1-7.

10. An electronic device, characterized in that, include: Memory, used to store instructions; A processor for executing the instructions, causing the device to perform operations that implement an aircraft fuel distribution control method for aircraft manufacturing as described in any one of claims 1-7.

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